Car-brake



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GAR BRAKE. v Patented Jan. 25, 1887.

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CAR BRAKE. No. 356,589. Patented Ja11.25, 1887.

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GAR BRAKE.

No. 356,589. Patented Jan. 25,1887.

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AUSTIN L. KIRKLAND, OF BOSTON, PENNSYLVAXIA.

CAR-BRAKE.

SPECIFICATION forming part. of Letters Patent No. 856,589, dated January1887.

Application filed November 23, 1886. Serial No. 219.713. (X0 model.)

To (tZZ whom it may concern:

Be it known that I, AUsriN L. KIRKLAND, a citizen of the United States,residing at Boston, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inOar-Brakes, of which the following is a specification, reference beinghad therein to the accompanying drawings.

The object of this improvement is a brakeoperating mechanism forrailroad cars that can besimultaneously applied to all the cars in thetrain by the engineer or his assistant on the locomotive, or by theconductor or his assistant in the caboose/at the rear end of thetrain,or simultaneously applied from both ends of the train by an operator inthe caboose or on the locomotive or from either the caboose orlocomotive, to connecting cars in case the train should be parted by thebreaking of a link or other causes. These results are attainable by themeans illustrated in the drawings herewith filed as part hereof, inwhich the same letters of reference denote the same parts in the dilferent views.

Figure 1 is a sectional side elevation representing a locomotive andtender provided with my improved brake operating mechanism. Fig. 2 is asimilar representation of a caboose and freightcar provided with thesame. Fig. 3 is a detail plan view of parts enlarged. Fig. 4 is asectional detail representation of parts enlarged. Fig. 5 is an enlargedside elevation and plan view of one of the parts detached. Fig. 6 is asimilar representation of adifferent part. Figs. 7 and S are details.

A represents the cab part of the locomotive. B is the drive-wheelthereof.

0 is the tender connected to the locomotive by the ordinary link, a.

D D are the truclrframc and wheels.

E E are the shoe supporting beams, suspended from the truck-frame byrods f f, and provided with shoes of ordinary construction, as shown atd d.

F G H are hangers suitably secured to the floor of the tender in theorder shown.

G and F are sheaves supported by hangers G and F, and H H is abifurcated bell-crank lever supported by and having its fulcrum at thelower part of the hanger H.

H is a sheave having journal-bearings in ad of which is provided with apulley, N.

j ustable boxes 11, arranged to slide in slotted rectangular extensionsH of the lever-arms H".

H is a spiral spring set in each of the leverextensions H, in order tobear the boxes h to the lower part thereof, for a purpose herein afterset forth.

L is a lever having fulcrum projections L resting in the lower parts ofhangers L, fixed to the cab-floor, and provided with curved arms L,arranged to engage with linlis P P, which are secured to the firebox ofthe locomotive by means of a bolt, P and suitable eyes, as shown.

1? is a pulley fixed on or made integral with a shaft, P, havingjournal-bearings in the eyes of the links P".

N is a pulley fixed on or made integral with the axle of the drivewheelof the locomotive.

M is a chain belt arranged to engage pulley .N and drive the pulley Pand shaft P, fora purpose hereinafter fully explained.

S Sis a chain fixed to the shaft 1 and connected thence over the sheaveG, supported by the hanger G under the sheave H, supported by thebell-crank lever, and over the sheave F, supported by the hanger F, andthrough an eye, Q, fixed to the tender-floor, as shown, be yond which itis provided with ahnob or tappet, S, and a book, as shown at S, forconnecting the parts with other cars provided with mechanism similar tothat shown in connection with the tender, as more fully illustrated inFig. 2.

R- R is a lreadle connected with the leverL through the cab-floor. R isa spiral spring arranged to engage with the treadle-bearing R andholdthe lever in the position shown when the brakes are not beingapplied.

Referring to Fig. 2, T is the caboose,the axle P is a bracket fixed tothe caboose-floor, and arranged to support a pulley and shaft, P P, bymeans of links P P, affixed thereto by a rod, P", as shown in Fig. 3.

V is a car provided with brake-operating mechanism in all respectssimilar to that shown in Fig. l.

lVhen necessary to apply the brakes, the treadle B R is pressed downwardby the en gineer or fireman in the cab or the locomotive, when the leverL will raise the pulley P and cause the chain belt M to engage with thepulley N on the axle of the locomotive drive wheel, when thepulley Pwillrevolve and wind the chain S onthe shaft P, which will causethebellcrank lever H H to change its position, as indicated bythe dottedprofile lines, and such movement of the lever H H will ap ply the shoesto the car-wheels through the rods K K and lever K. \Vhen the brakes arerapidly applied by winding the chain on the shaft P, the chain belt Mwill slip on the pulley P and the chain S will cease to wind on theshaft P. When the pressure is taken from the lever L, the gravity of thebell-crank lever H H and the tension of the springs S connect ing theshoe-supporting beams E with the transverse beam g of the truck-frame,will cause the parts to take the positions shown. The same operation canbe given to the brakes by a similar pressure upon the treadle in thecaboose; and it is obvious that the brakes can be applied by either theengineer or his assistant, or by the conductor in the caboose or hisassistant, or by both simultaneously. The object of the balls or tappetson the chains S is to form a stop for the chains in case the trainshould be severed by the breaking of a link or otherwise, in which caseboth the engineer and-conductor could apply-the brakes to theirrespective sections of the train in the manner described.

Having explained the features and operation of my improvement, what Iclaim as new, and desire to secure by Letters Patent, is

1. In a car-brake, in combination with the bell-crank lever H H", havingpulley H" at one end, and connected at the other withsthe brake -shoes,substantially in the manner shown, pulleys G F, suspended in brackets FG H from thebottom of the locomotive-tender or caboose, and chain S,passing around said pulleys G, F, and H*, the shaftP, to whlch thebrake-chain S is fixed, pulley 1?, chain M,

brackets P L, and spring-treadle R R R sub stantially as and for thepurposes set forth and shown.

2. In a ear-brake, thecombination, with the bell-crank lever H H,pulleys G, F, and H,

and chain S, with mechanism, substantially such as described, foroperating said chain, of

, for the purposes specified.

4. In a oar-brake, the chain S, fixed at one end upon a winding-shaft,P, and around pulley H, whereby to operate the brake shoes, formed withhook S and stop S substantially as described and shown, for the purposesspeci fled.

In testimony whereofI affix my signature in presence of two witnesses.

AUSTIN L. KIRKLAND.

Witnesses: I

J OHN W. STEWART, R. G. RANKIN.

